Pneumatic train control



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2 Sheets-Sheet l T. w. VARLEY ET AL PNEUMATIC TRAINCONTRO-L Original Filed May 6 1921 *7 25' //7 M 53 as, IL-w June 24, 1930.

June 24, 1930. T. w. VVARLEY ET AL 1,765,782

PNEUMATI G TRAIN CONTROL Original Filed May 6', 1921 2 Sheets-Sheet 2 Patented June 24, 1930 'rnoivxAs wfvAitLEY Annwimmivr' o nnrn, on new Yoniz; N. y ssIGnons To GENERAL RAILWAY, srenAncoIvrrAnY, onaocnns'rnn nnw YO RK,[A coerc- I r '01- thevehicle t. I vThe present invention is an improvement :RATION oFfnEw A YQBK down to a predetermined speed or stopped according totrack conditions. Suitable signalsmay-also be included in' the equipment to indicatee'xisting conditions to the driver upon that of Patent. 1,598,7'58 granted on our application Serial Number 273,959lfiled January 30, 1919, the control devices in the present application, as well asin the prior application referred to, beingoperatedby fluid pressure controlled by; inductors distributed along the right of way ortrack thepresent case setting forth, improved controlling devices. 1 1 Claims 6-14 inclusive in this application were allowedin the application'of'the present applicants, Ser. No; 537,113 (renewal of application Ser: No. 117,5'3 l,filed August 29, 1916) applicationlSer. No. 53'Z,1l3 having become abandoned September 12,1924.

' ther andancillary.objectsof the invention will appear hereinafter, I r p lin the accompanying drawings which illustrate the invention-..

Fig. 1 is a diagrammatic view showing the arrangement of pneumatically operated apparatus upon the vehicle andits relation to the track apparatus. p I i Fig. 2 is a diagrammatic view showing the arrangement of track inductorsand circuits;

Fig. -3is adiagrammaticyiew oftrack inductors and circuits as applied to thecontrol of the speed. of a vehicle on a curvepy Referring to the drawings andfirst to Fig. 1, an inductor is indicated as-comprising .an iron yoke 1 energizedbymeans of a winding 2 controlled according. to track conditions, as will be hereinafter more fully referred to.

Arranged upon the vehicleis a magnetic yoke comprising. hornsg and 4: between which is an air gap 5 and connected with each of these horns are plates 6 and? adapted to be presented to, anfd spaced away by an air gap from, plates 8 and 9 on the track inductor. Horns 3. and 4; extend within a receptacle rNEUMArIo rItAINooNrRoL 467,362. Renewed November 11,1925. I

10am within said receptacle and-bridging the'gap 5 is a magnetic member. llpivoted to the receptacle at 12 and normally heldin elevated position against the abutment 13 bymeans of a spring 14. A brass plate 15.'upon the member 11 prevents that me freezing to the pole pieces 3 and 4:. e Q When the winding 2 ofthe track inductor is energized,and the vehicleis so positioned that the plates 6 and, 7 are passing over the plates Sand 9, the magnetic circuit oi-the yoke 1 will'be completed throughthe horns 3, and

a. and. the member'l-l. This will resultin-the attraction of a-member 11 and a1 drawing, qdown'of the end 16 of that nemberout of,

the path of a plunger- 17 which bears against mber irom one end of a spring 18, the other end of the spring bearing against the piston-like structure 19, acting as a slide valve,' and which is held against its seatby a spring 20 as:

sisted by the air pressure in the receptacle .10. The drawing down of the end 16, as described, will result in the unlocking and movement of the valvej19 to the left (Fig.1)

under. the influence of aspring 21: interposedbetweenthe piston 22 andethe end of the receptacle 10, the piston being secured to the 18 so that after the'valve 19 has been'moved end of the valvey19fby means. of arod 23. I The spring21 is stronger than the spring" to the right so that thepiston 22 comes against the stop 22, the spring 21 will compress the spring 18' until the'collar 17 fixed on the "plunger 1'? comes against the frame 18. sea cured tothe valve 19. The spring 18 is thus set to" shoot the plunger outwardly as soon as the member ll is depressed. i

- Within the valve 19 are three portsor passages 24, 25 and 26 which are-normallyout a of registry respectively with the pipes 27, 28 and 29. When, however, the member .11

is drawn downwardlyas before referred'to, and the valve l9moves to *the left the port 26 willconnectthe pipes 29 andBO andthe I pipes'27'and 28'willbe connected-with the interior of the receptacle 10 which :is connected by a pipe ,31 with the low pressure reservoir 32 ofcompressed air, the reservoir 32 "receiving its. supply through a suitable reducing .valve' 33 from the pipe 84: which is "equalizedby'leaking' through a .port 42 of restricted area this; movement takes consid erable' time. Thi's moving to jthe left havdirectly connected withthe flu'id supply for operating the air brakes. v

Y I The pipe 27 leads to the interior of an ext pansible receptacle 'which maybe what.

is common'lyknown in the art as a sylphon, that is to savit' is'a' closed cylinder with corrugated wallsofthin material such that it lengthens or expands as the pressure within y it isincreased, and contracts or shortens as. such pressure is decreased. The pipe 28'leads to the interior of a receptacle 3 6. VVh en,

therefore, thevehicle passes over an energized track inductor, compressed alr'will be admitted into the sylphon 3 5 and receptacle 36. The ro'd 37 secured to the end of the sylphon will then be forced upwardly carry- I: ing" withit the stem 38 of the valve '39, which -53 phe'reat 41;-

I. '11 the valve 19 is moved to thele'ft bythe stem is secured tothe rod 37 This movement will continueunti-l' the valve port connects the pipe "29- with the exhaust to the atmos- Upon the'drawlng down :0 member action of 'the spring 21, and the fiuid pressure on the sides of the piston 22 havingbeen ing connected the sylphon 35 with the source of fluid pressure, the sylphon expands as 1 before described; until the ipe; 29

' is placed in communication with theatmos ph'ere, as above referred to; e

It is' to be Observed that at this time the pipe 30 will be connected with the pipe 29' through the valve port 26 of valve 19 and consequently the pressure will exhaust from the right hand side of the piston 22. The

v pressure upon the left-hand side of the piston, therefore, (it being in connection with the fl'u1 dpressure reservoir 32 by fmeans of vthe pipe3l,) will force the pistonj22 to the right against the pressure of the spring 21. The ,movement of the vale, 19 to the right :to a sufficient "degree will result in the rising of the memberll so as to prevent the return-of the valve to the left. 7' This movement of the value. 19 to theright serves to disconnect thepipes 27, 28 and 29 from receptacle 10' so thatethe expansion of the I syl'phon 35 is arrested. It isfurther to be 7' observed thatas soon as the member 11' has been drawn down the 'plunger 16"w'ill im- In'edi'ately shoot overjit so thatno matter how g fast the vehicle passes the A track inductor the member 11 cannot lock the val'v'e19 until operations'as described have been completed; 7

w 7 Communicating withthe interior of the sylpho'n by means of the pipe 27 to which it is joined, is a pipe 43 which, by asuitable valve mechanism, communicates with the exhaust 44 'tothe atmosphere." This fconnec- I tron is controlled by ar'eciprecating piston valve 45 which reciprocates" in a cylind'rical casing 46 and has a portf47 communicating -Vpe'riods are of the same duration with the interior of the piston 46 and movable 7 into and out of registry with. the pipe'44 as the valve is reciprocated; The pipe 43 being in communication with the interior of the 7 cylinder 46, as shown, it will be apparent that .whenithe port 47' is in registry with'the port 44, the interior of the sylphon 35 will be connected with the atmosphere. The pis- I V ton45 is moved'by a. piston rod 48 which; at its outer end,is pivoted to the lever 49 which is pivoted to the body or frame of the vehicle A at-5O and at its upper endiis linked with a plunger 51 of magnetic material, while the lower end of the lever 49 ismpressedagainst a stop '52 by means o'fra spring 'The valve 45 is, therefore, normally heldinthe posi tion as shown in the drawing (FigQ but is thrown to the rightso that its port 47 passes theopening of the pipe 44'by the drawing in l of the plunger 51 which is occasioned by the cured t0 the axle 53' of thecar. This mag v a v 7 ,ss passage across its end of the magnet 52 senet may be a permanent magnet orlenergized v in any other suitable way,i and it will be v seen thatas it passes the end of the plunger 51, that plunger will be drawn in and the f l valve 45thrown't0 the right (Fig.1) against the force of thesprin'g 5 4 In this movement the port 47 will pass the pipe 44, the sylphon x ofthe zone of its influence on the plunger 51, the s ring 54'will force the valve 45 to theleft Y 35 being thus momentarily connected "with the atmosphere during such passage, i The magnet 52 having passed out Fig. 1), the port 47 again passing the exhaust pipe 44 and connecting the 'sylphonee with'the exhaust. It will beobserved that when. the valve '45 is in: either its extreme right or left handposition, the p0rt 47 will not be in registry with the pipe 44 and that therefore exhaust connection is established only during the passage of the port '47 by V the opening of the pipe. 44,1andt-hat the movement of the valve is occasioned inone direction by the pull of the plunger 51, and in the other direction by the spring 54 so that; the rate of travel of the valve in either direction is constant regardless of thespee'd of the vehicle, and that for each revolution of the axle there are two periods of'exhaust communication established and that these- 7 regardless of the speed of theveh'icle.

It will further be observed, however,-that the number i of, the exhaust communications established is a direct function of the numberof rotations of the axle of the vehicle and consequently, since the amount ofyexhaust opening for .one revolution is a constant, the 1 total exh'anstopen'i'ng is'proportional to the number of revolutions of theaxle, that is to the distance traveled by the 'v'ehicle ltisf I thought that it will be a'ppar'entthat this,jthe I total exhaust opening, is purely a function V of the distance and not of the speed, because inthe slifde'val-ves' 63 andfii-n the receptacle the amount of exhaust isdependent upon the number of revolutions of the axle regardless of the time consumed in eifecting-them. Of course, the rate, of exhausting of 35 is directly proportioned to the speed. It having been seen that the sylphon 35 is supplied with, acertain amount ofgair under a; certain pressure, it will be seenj'thatthereafter the sylphon will assume a position depending uponthe amount of tlIfWhlClil has been exhausted from it, and since; this is raccom plishe'd' according. to the distancewhich the vehicle travels, the position of thesylphon is an indication of the distance'traveled by the vehicle from a given point. As we have seen the action is initiated by" the passing of'the vehicle receiver over thetrackinductor and consequently the sylphonoccupies a position according to the distance which the vehicle has traveled from an energized track inductor. As the sylphon expands it pushes up the rack-rod 37 against the-tensionofthe spring and the rack-0f the rod meshes with; the gear 56 fixed to the rod 57. Fixed upon the rodv 57 is a pointer 58 adaptedto move overfaiscale 59; When the sylphon forced upwardly the pointer is moved clockwise into 7 its initial or zero position, and as the sylphon hausted, the head. 60fwill come against the bottom ofthe recess 61 and; carry along. with 1 the Valve, the port 66in the l'valve v63,.will register with v the end, ofthe, pipe 67, thereby contracts with the distancetraveled by the vehicle, the pointer moves counter-clockwise traveledbythevehicle v j I The rising of the rod alsocausesjthe rising of the valve stem 38I-and the actuation o'fgthefvalve 39 ,as abovefldescribed. I

over the scale so. as to indicate the distance.

, {Elie rising ofthe rack roid '37also performs;

another operation as will now be described; Therod 88'which "moves upand down with the rod -37,'-has'"at. its upper end across head GO Which engages in the rece ssesffil and .62

or] casing 65. When thefrod38 is pushed to' its uppermost position as showninthe drawings the valves 63 land 64 are intheir uppermost position, the [valve port66 is out of registry with theendg'oflthe pipe 67 which connects with'the port 68 while-the valve port 69 connects the port 68 withthe port 7 0 from which leads the pipe "It will. beseen that as the head 60 clrops, a s-{tl1esylphon 35 is exit' the valve 63,, =After a sm'allmovemgentof connecting the 'interiork'of the reeeptacle65 with the 'pipe' j67, which; communicates (the valve .6 1 remaining in its uppermost position on account} of the pressure exerted by a spring 64; coacting therewith") with the pipe 71 and if the valve 19 is, at this time, in its left hand position, 'ia's above described, the

interior of the: receptaclefiti and pipe 71, Wlll be connected to thecompressed airreser-1 voir I f, 'however, at time valve-l9 is in its right hand position, any-pressure trapped in36 is exhausted through pipe 71 and the bleed port in piston 73, the volume of trapped pressure fluid being whollyinsult ficient to cause anyactuation of thispiston 73'. It may here be observed that whenthe head 60 is movedupwardly it, engages with the valves and 64 as shown inFig. 1 sothat during the upward movement no connection is established with pipe 71 because 'atno time when the port 66 registers with the pipe 6;? arethe ports 68 and 69 connected; Thewpipe 71 communicates with the.cylinderj72 ,be-

neath the piston 7 3 which is forcedfupwardly against the re'sistance of'the spring 74. f. The piston 7 3- is connected with .a slide' .valve 75.

controlling the port 76 andlwhenthe, piston 73 is forced upwardly as described-,the port; 76 is opened to the interior ofthe; receptacle 77 which is connected by apipe 78 -with the to its uppermost position the piston 81' and its connected slide valve 82 within the -recep.-. 'tacle 83, which controls the portsin a block 84 which divides .therecepta cle 83. The two sides of] the receptacle 88 f are, however, in

communication by a passage 85' and both ,are'

in communication through a pipe -86w ith.j a cylinder 87' below a piston 88which carries a valve 89 cooperating with a port 90 in a dia% phragm 91'. V The space above the diaphragm 91 is incommunication Withthe'train pipe bym'eans of a pipe 92 and the space. be: tweenthe piston 88 and diaphragmfil is in communication with the atmosphere through an opening 93 so that, on'opening the valve 89,1thetrain pipe 34 will be exhausted and the.

brakes applied in'the well known" way., A

spring 94 tends to hold the valve 89 closed.

'Also' the space beneath the piston 88 isinicom-i munication with the reservoirf32 through a v85 pressure reservoir. 32 and consequently pres f sure is supplied throughga pipe 79 to a cylinder 8Q beneath the piston 81.1 Thiswill force throttlingdevice having a restricted open-f ing so that the air flows slowly intothe rec ep tacle "from thelreservoii. It follows that when the air is exhausted frombeneath the piston 88 it takesa considerable time" after i the exhaust is closed forthe pressure heneathjthepiston to riseto that of the reservoir' 82. When the pressure has so risen the valve 89 is-seated because the aggregate press sure of the relatively low pressure-from the reservoir 32, together with thatfof the spring 94, is greater than the aggregate downward pressure exerted by therelati'velyhighpres sure from the train pipe uponthesrnaller I area presented by the top of the-valve j r 4 I i the valve .82 by -a valve 97 whichis connecta it ed with a rack '98 in mesh with a pinion 99 on asleeve100,to which is secured the point er=101lmoving over the scale 59 and indicating speedas will hereinafter appear.- The pinion: 99 is also in mesh with a rack 102' upon the rod 103 secured to the top of the sylphon 104 so that as the sylphon expands or lengthens the rod 103 will be pressed upwardly which willcause a downward movement'ot the rack98and valve 97. The'retraction of the sylphon and rod 103 fr'omthe expanded position m'ay be assisted by a spring 105.

The position of the valve 97 as shown in Fig. 1 is its lowermost position which it occupies under th'e'greatest pressure which'canbe appliedito'the sylphon 104. It, therefore, the

Vehicle should remain standing and the pressure accumulate in the sylphon- 104 to'a value equal to that of the reservoir 32, the valve 97 would not move downward sufficiently to uncover the right hand end of the upper one of thelpassages in theblock'84. The pressure within the sylphon 104, therefore, or position of the valve 9.7 is made to depend upon the speed of the vehicle because of arrangements which will now be described. a

The interior of-the sylphon 104 is connected v bymeans of apipe 106 with a receptacle.107

which receives fluid pressure from the reservoir 32 through a nozzle 108 so proportioned and constructed that the fluid is discharged into thereceptacle 107 at the desired rate. It will thus appear that if there-were no exhaust from the receptacle'107, the pressure in the vreceptacle and its connectedv sylphon 104 and its connections 'williassume a value dewould become equalto that of the reservoir 32. On accountiof the restricted area of the nozzle l08,/however, thisjwould requiretime toaccomplish,fand if the exhaust from the revceptacle' is made to depend upon the speed ofthevehicle', the'pressure in the receptacle pendent upon the "speed. I This may be ac- I 113 with the arm 114 pivoted at 1175, the rod .complished by means similar to that already,

described in' connection with the exhaust from thesylphon 35. Thus the pipe 106 connected with the container 107 and the sylphon 104 is in communication with the interior of a cylinder109"within;which slides a piston 110 having a port v111 communicating with the interior of the cylinderand which in its passage from one extreme pfos'itionto the. '55 other communicateswith a passage 112 to the atmosphere. r

7 The piston 110 is connected by a piston rod 113 being pivoted to the arm 114 at :116.

A spring 117 normally presses the armand its connected piston 110 to the right as shown. Connected to the upper end ofthe arm 114, however, is connectedajplung'er 118 of'ma'g: netic material which is drawn inwardly upon the passage of the magnet. 52 as already 'described'in connection with the plunger 51.

Thisoperates to quickly thrust the piston 110 I .to the left, with an exhaust from the sylphon' 1 04 and receptacle 107 being effected in the 'passage, When the plunger 118 hasbeen released, the spring 117 throws the piston 110 to the right, again connecting the sylphon and receptacle with the exhaust." Thus the sylphon'104' and receptacle 1 07 are connected with the atmosphere twice in every revolution of the axle 'ofthe vehicle, and it will be seen that the duration of connection with the ex-- haust is independent of the speed of the ve hicle, and that the aggregate duration of the exhaust openings, during agiven time','is ac-f curately equalto the duration of one opening the structure shown the aggregate time is directly proportional to the speed of the vehicle. f V V I wAscthe pressure in the sylphon 104 varies according to the speed,the sylphon and its connected valve 97 take up. positions accordingly, i. e'., valve 97 assumes a 'p pendent upon vehicle speed.

It will now appear that the a and 97 exercise a joint controlupon the air brakes of the vehicle, thatthe valve 97 varies in position according to the speed ofthe veosition. de-

90 7 duration of exhaust openings during a glven 7 slide valves hicle, being .moved upwfardly asthe' speed in- V creases, while the valve 82 varies in its posi v tion according to other conditions as will be hereinafter referred to. The downward movement of the valve 82 is caused by the engagement of a projection 11'9'onthe rod 37 with the projection 120 on the r0d'12l so i j V that when the hands 58 operated by shaft 57 and 125 operated by shaft 124 have come into registrythe projections 119 and 120 will 'be in engagement and therod 121 will move downward with the rod 37 according to the distance traveled bythe vehicle and the valve 82 will be moved. downwardly accordingly.

The actuating rod 121 carries upon it a rack 122 which engages with" a pinion123 on the V sleeve 124 which is concentric with the rod 57 and has secured to its end the stop rm orpointer125 for indicating'the position of a the valve 82. Normally the valve 82 and its connected pointer are set to a position of normal maximum speed and the valve is not moved downwardly because the projection 119 will not movefar enough to come against the projection 120 unless it be desired tocre duce that maximum. When that is the case 7 the track inductors are arran ed as hereinafter described to cause the distance device orarm 5 8 to set the valve 82, for a lower speed maximum. -Normally thefdistance' device 58 isadvancediand restored without disturbing the lve 82. 1

*Thevalve 82- has .a'recess 12 6-which is closed from the interior of the receptacle 83' and is adaptedto bridgeall of the ports within theblocl: In the'positionof the apparatus-asshown in'Fig. '1, the valve82' is at the uppermost portion of its travel and none of the other ports inthe block-84 is connected, with the uppermost port which is connected with the exhaust 96; As the valve 82 movesv downwardly morejand more of,

the ports will ,be placed in communication with the exhaust-96 until'l they fare fall in 1 communication therewith; A further movement of the valve 82Lwill resultin uncovering the upper one ofthepdrts and thereby connecting the interior of the container 83 withthe atmosphere through pipe 96 and vapplying the brakes, this notwithstanding the fact that the right ends of the passages in the block 84 areclosedby thespeedposi tioned valve 97 in'the position'as shown'in1 Fig. 1. As the speed of the vehicle increases the valve97'will rise and first uncov'erthe lowest port andfsuccessively uncover the ports above it." When the lowermost port is uncovered bythe valve 97 it will be necessary,"in order to apply the brakes that the valve 82 shallfmove downwardly thus giving a speed distance curve within which the train speed must be kept to prevent an automatic brake application.

It is further to; be observed that withthe' valves in the position as shown in Fig. 1, which corresponds to the passing of'the vehicle-by a given control"point,if the speed is sufficiently greatsothat'the" valve 97 is positioned sufhcientlyhighto uncover the uppermost port,the brakes will be applied regardlessof the position of valve In'oth'er I 'words if a speed prohibitiveatalltlmes 1s attained, the brakes will be applied whatever the position of the vehicle maybe.

InFig. 2 is shown a,straightstretchof railwa .track whereinthe rails 130 and 131=are insulated into block sections by means of the sections of insulation 132' and 133, 134 and 135,136 and 137 and 138 and 139 as is customary'in block signal work, and track 'relays 140, 141, 142 and 143;,are connected across the track rails nearithe-ends of the respective sections, whiletrack batterles 144,

14 5, 146 and .147, are respectively connected across the rails at the other, ends ofthe sec tions. When a vehicle, as is represented'in thislfigure,'as 148, is in a block it connects the rails by a short circuit thereby depriving the, track relay of that section of current. Mounted in the road bed betweenthe;

rails, each block section has three'fin'agnets or inductors thus the block between the insulated' sections 132 and 134 has the electromagnet inductors 149 and 150 and the permanent magnet inductor 151;Each of these magnets may be of the form of thetrack' inductor shown inFig. 1 so astocooperate .with the .receiverof the vehicle of. which plates6 and 7 are the pole pieces. As shown,

the coils of the electro-niagnets 149 and 150' are connected in series with each other and r Y with a suitable source of current such as the dynamo 152, "through front contacts ofthe track relayj141, the circuit of these-magnets thus beingclosed when thetrackrelay is en'- ergized. Similarly the next block to the 5 right is provided with electro magnet'induc; tors-153 and'154 and a permanent magnet inductor1'55 and a dynamo 156 while the block stillfurther. to the right is similarly provided with electr'o-magn-et inductors 157 and .158 and a permanent magnet inductor 159 and dynamo 160 and so a uniform equip: ment of the blocks may be carried on' indefinitely. V

Tracing the operation of thea'pparatus on i the vehicle as itpasses along the track asjust described, the receiver on the vehicle of Fig.- 1 passes the electro-magnet inductor 161, which inductor is energized becausethe succeeding blockjis unoccupiedand consequently the track relay'14O is energized and holds' its contacts closed, The arm 11 will therefore bedepressed and the valve 19 thrown to the vleft by the spring 21'. The sylphon 35 will therefore be expanded. j This operatesto re store the distance arm'58 to its zero positionand also moves the valves 63 and 64 to their uppermost positions. The vehicle then passes on, the valve 39 ha'ving caused the" valve 19 to assume its initial positiononce' again the sylphon 35 meanwhile contracting according to the distance traveled by the'vehicleQ When 1 the vehicle has'traveled a certain distance,

thevariousports of valves 63 and 64 will be" in such relation, as before described, that the pipe 28 will'be placed incommunication with i the space beneath the bottom of the piston 73.1

If at this instant the receiver on the vehicle comes within the influence of anaCtive inductor inthe track so that the valve 19 is released to move to the left pressure will be supplied beneath the piston 73 which will cause that piston to rise, and the valve 7 5 with it, thereby connecting the interior of the K cylinderlSO with the pressure source 32, "and thereby'restoring the valve 82 connected with the stop arm'125 to its Zero} position. Also maximum running speed ofthe train desired,

7 i the inductor 161 is 'atjsufch a vdistance precede the sylphon 35 is again expanded so as to reset distance arm 58, and also reset the valves 63 and 64 to their uppermost position. Also thefvalve 39 Will be moved upwardly so as to open an exhaust to permit the return of the valve 19 to the right asbefore described.

flThe'permanent magnet inductor 162 is set in thet rack'way at the ending of a block and ingit'thatthe second release of the valve 19 will occurat the proper moment to reset the stop arm 125 and the valve'82as abovedescribed] This occurs at the ending of the .bloekfif therebe no vehicle in the next block. lnstarting on this next bloclgtherefore, both the distance and stop arms 58 and 125 and the valve 82 start frenrzero asshown in Fig.

1'. The distance arm l58 and rod 37 move with i f the sylphon 35 as itcontracts and at a certain point inits travelthe' projection 119 on the ,rod 37'engages the projection 120 so thatthe 'valv e' 82 moves downwardly with the further .contraetionof sylphon;85,(see Fig. 1). r e ehave already seen that in orderto effect an application of the brakesthe speed be in certain relgativepositions.

' tically unlimited, (within the maximum v Thezero or initial position ofthe valve 82 andits connected stop arm 125 is that of the as, say, eighty miles per hour. This speed can then not be exceeded as the speed arm 101" will meet stop' arm125 and the valves 82 and 97will', at that speed, come into-such relationship as'to apply the b rakes. The engineer or motorman can readily see the stop and speed arms and by suitable regulation of the speed'keep it within such limits that the speed arm 101 whichmoves to the right with increase of speed Will not reachstoparm 125 and so indicatea brake applying relationship of the valves 82'and 97. V V -As the vehicle moves from the beginning 'of the'block between the insulated sections to the left starting from its zero position at the beginning of the block, the stop'arm 1125 and its connected valve 82 being moved only by the distancedevice, theengineer is pracspeed before referred to). in the speed which he may employ. As the vehicle progresses 'alongthe track, however, if the distance de vice proceeds far enough the stop arm"125 and valve '82 are picked up,,the sto'p'arm 125 being moved toward the left, andthe valve 82 moved downwardly so that the speed which maybe employed Without bringing the valves 82 and 97 into brake operating relationship steadily becomes less. The engineer must obs,

serve these conditions andvhold his speedaccordi'ngly.

7 At a'eertain distance the end of block and from the inductorsl6l and 162, an;

electro-magnetic inductor 149 upon the track; will operate to restore the, distance" arm 58, e

to its zero position located such a distance fromgthebeginning of thebloek that the stop'arm 125i and valve 82 will have been picked up and carried along 7 by the distancedevice 58 and lug 119and e when the latter isrestored the former, valve This inductor149 is 82 and arm l25, will be left in their thenfl position, such position depending upon the distance of the inductor 149 from the begin ning of the block or from the inductor 162 In other words it depends upon the distance] of the inductor 149 from the inductor 162. The position to which the valve 82 is moved, therefore, may be made any that is desired by suitablyspacing the inductor 149 along v a the track from themagnetinductorjl62. The f valve 82 havinj been left in this positiomthe,

tion to whrch it has been placed because, as

will be seen, there is no other inductor suitj "ably spaced from 149 to give; the impulse at the right moment to restore the valve 82. When the receiver on the vehicle reaches the inductor. 150, the valve l). isagain released, again resetting the valves 39 68, and 64 and the-distance arm 58 to their original positions,

and on passing further. along it Willenicounter the permanent magnet, inductor 151 at the end of the-block. ductorhas spaced from it theinductor150 by or 1 As will be seen, th1s 1nthezsamedistance that indufctor 161 is spaced- 1 L from the permanent magnet inductor 162;

Consequentlythe valve 19 Will be again actu-e ated by the spring 21 at therightmoment-to restore'thdistanee and stop arms 58and sulating sections 134 and 136.

and the valve 82, and they .will' start from 1 their zerojpositions at the beginning of the r next block, that-is, the blockbetween the in- 132 and '134'andthe distance arm 58 is moved As the vehicle progresses to the right (see i i Fig. 2) the distance ar1n58 moves to the left (See Fig. l) and-after a certain distance has been traversed the [vehiclewill pass over the inductor 153. Due, "however to the fa'ct that the nextblock (betweenthe insulation sec 'tions 136and 138) isoccupied, the track relay 142 dc-energized sothat the inductor 153 w ll produce no effect whatever upon the ,re ceiver on the vehicle and therefore the sylphon 85 carryingwithit the valve 82 and the stop and distance arms125 and 58, will continue movement and the speed of the vehicle must be kept below the limit which becomes 1 lower and lower as the vehicle progresses;w

Bydthe timethe receiver on the vehicle ar- 7 rives at the electro magnet inductor 154 the distance and stop .arms58 and 125 will bewell over-to the left hand side of the scale and the valve 82 welltowards "its bottom position (Fig.1) so that the speed of the v 'ehicle'must be'maintained very low-in orderto keep the speed Valve, 97 from opening the train'pipe exhaustl ;Then as the vehicle still progresses,

if it reaches the permanentmagnetinductor, 155 before being stopped,';the sy-lphon and distancearm'58will be reset to their zero positions but the sto'parmi125 will be left so far over at'the lefthand side ofjthe scale and the valve 82 so near the bottomof its travel 1) that the vehicle can progress'only at a veryeslow speed and at this speed can enter the; danger block containing the vehicle 1&8.

If,'-;-however, it is. desired topabsolntely pre-'- vent the vehicle from entering a danger block,- the permanent magnet" inductor 155 is omitted, when the stop hand will certainly be carried. sufficiently to the left and the valve 82 movedsumciently far down to uncover the upper one of its ports and apply the brakes. In this-Way the train may be" controlled as to its speed and stopping in th'eblocks, and according to track conditions, throughout an lnd-efinite number of blocks.

valve 163 ,is provided whereby-l tion'may be formedatwill by-the engineer be tween the pressure 'supplyreservoir 32 and the distance control sylphoni35. This pro- 1 vides means whereby-the engineer may, if occasion arisesprestore the distance hand 58 andso prevent the stop arm 125 and valve 82 from beingmoved into a position of lower speed; "1 V g a i 1' Als a valve l64i is p'rovided which may be operat d at the will of the engineerto con nect the pressure supply of the reservoir. 32

, beneaththe piston 73 so astoreset the, stop Videsthe track into sections as is apparent.

17 4 being connected in series. contains the permanent magnet, inductor 175. At the beginning of the block or just the end of the preceding blockare the-electro Thus in the respective blocks are shown track relays 165, 166, 167 and .168 the blocks having at their ends furthest from these relays track batteries 169,170v and 171. In the block atthe left hand end of Fig. 3 isshown a circuit including the front contacts of therelay 166, a dynamo17 2 and the electrormagnet in.-

ductors 173 and 1.74:, the windings of 17 3 and Also the block magnetinductor176 and a permanent magnet inductor 177 arranged as are 174 and 175.

The arrangement thus far isthe same asthma. employed in the blocks of,Fig. -2. Conse quently the vehicle on entering the block be tween the insulation sections 178 and 179.0n

tl i'e c ine hand, and 180 and 18l; 0n the other,

will, at the beginning of thebloclnhave its stop and distance arms 125 and 58 andthe As the vehicle progresses along-this-blockzthe dis tance arm will move towardthe left (Fig. 1')

valve *82 in, their initial positions.

as before described, until the vehicle apparatus is operated upon'by the inductor 182. It

Willbe noted that. this inductor 182 is much furtherfrom the beginning ofthe block then 173 is from the beginning of its block and consequently the distance and stop arms'and the valve 82. will have moved a greater dis tance, when the distanceqarmis reset by the action'of 182, it havingpreviously picked up the stop arm and valve 82 and-moved them to alower speed limit so that the engineer will-beheld toa much lower running speed than. ,inthe preceding block. The vehicle then progressingfro'm'l82 will pass over the permanent'magnet inductor 183 at the endv of the block. This induotor'183being unaccom'paniedby'a properly spaced electro-mag-tv net inductor will only restore the distance arm 58, thus leaving-the valve 82 and stop arm'125at their, setting as justreferred to.

Consequently the vehicle will enter the block to the right of the insulation sections 179 and 181' at'its enforced low speed and will con'se quently'enter upon the curveof that bloclrat 'suclrlow speed. In the block-last referred to'is an electro magnet-inducto'r'184 in series with a second elect-r0 magnet inductor 185in the circuit of thedynamo 186 andthe contact-s, of the track relay 168. The inductor 1-8lis spaced from the beginning of its block by the same distance that ,182'is spaced from the beginningfof'its block, so that whenthe distancearm .58, which was reset at the beginning of the block, is reset by 184, the stop arm. retains its setting while thevehicle is passing around the'cu-rve in its block. Near the Tend of this block the permanent magnet inductor 187is placed, and adjacent thereto and spaced therefrom by a suitable'distancef to efiect there'setting of both the distance and stop arms 58 and 125 and valves 63, 6e and 82 as'the vehicle passes overthem, is the electro-magnet inductor 185. :The vehicle will thusenter'into the next block, providedit is clear, with both the speed and distance arms at zerowhen they will operate as described in connection with the. straight stretch of track of Fig. 2 .or the left hand block of Fig. 3. *If: danger conditions exist in any oiifthe blocks of Fig. .3, it will'be apparent that the track rela'y ofthat block will be dropped and,

this being the case, there will be no resetting 7 0f the distance arm 58 in the preceding block and the movement 'of the distance and stop arms andof. the valve 82 will continue either to stoppage orapredetermined low speed of the train as before referred to. I

-- To provide an audible signal to indicateto the engineer that .he-is nearing the limit of hisspeed; and that a furtherincrease of speed will cause an application of the brakes, there is provided a container 83 connected with the interior of the receptacle 83 by arpipe 150; this container encloses a block 85L, valves 82 and 97 andapassage 96 communicating with a whistle or other audible signal 151,1 one si'deof the block 84? being connected with the other by" means of a passage 85. The

"the passage 96, a throttling device 152 is constru ction and arrangement of the-container '83 and its contents, as'des'cribed, is

precisely the same 7 as that of the container 83, the alarm passage 96' corresponding to: theexhaust passage'96, but in the case of the alarm this passage leads to thewh stlein stead of to the atmosphere. V

To prevent the application of theb'rakes by exhaust from the container .83 through placedlin the pipe 150 so that pressure can be accumulated in the receptacle 83 to sound the alarm but cannot cause anexhaust from v thecylinder 87 sufficient to apply the brakes.

H 1 The valve 97 isrigidly connected with the valve 97 by means of a bar 153:so that the pics the sameposition'wvith relation to .its'

valves move together andthe valve 97' occu- "ports that the valve 97 does to its ports.

' Also the valve sa is rigidly connected by a bar154-with the valve 82 so that they move most position so that only the uppermost together but the valve 82' does not occupy the same position with relation to the ports I a "in the block 84 that the valve 82 does to the ports in the block 84; The valve 82 is so related to the valve 82' that it is one step (one port) further downward. Thus drawing the valve 82 is shown in its upperportis' connected with the passage 96, while the valve82 isls'uificiently lowto connect the firstiftwo of its ports with'the passage 96-.

The result is that the valve I 82 is one port ahead,,in a downward direction, ofthevalve .82 so that for a given position of the valves 97 and 97' the valve 82 will connect the presi sure source with the alarm 151 at the next 7 higher port than that at which the valve 82 would apply. the brakes. 'The result is that the'whistle 151 is sounded to give-the alarm I just within the speed .at which the brakes would be appliedj and being so advised the engineer may avoid a stopping of the train. "While the invention has been illustrated V in what are considered its best applications,

, it mayhave other embodiments without dej parting from its spiritand is not therefore,

' limited to the structures shown in the drawings'.

. ,VVhat we claim is:

1. The combination with-a vehicle, of air brakes therefor," a plurality of slide valves 7 controllingthe application of the brakes, one being operated according to the speed of the vehicle, the other being operated, according to the distancetraveledby the vehicle, Q 2. The combination "with a vehicle, of air in the" brakes valves brakes, one being operated according'to the" speed of the vehicle, the otherbeing operated according to the distance traveled by;

therefor and a plurality of slide the vehicle, the means for moving the valve 7 controlling the application of the controlled according to the distance travelled Y comprising an expa'nsible container adapted and means for exhausting fluid from the said container comprising a valve operatedac cording. to the speed of the vehicle. I

- 4. The combination with a vehicle, of air brakes therefor and a plurality of slide valves;

controlling the application of the brakes, one being operated according to'the speed of the vehicle, the other being operated according to the distance traveledby the vehicle,

the means for moving the valve controlled 7 according to the distance travelled comprise fling an 'expansible container adapted to receive fluld it'rom a fluld' pressure source,

means for exhausting the fluid from said],

container according to the distance traveled T by the vehicle, the means for operatingthe said valve according to the speedccomprising an expansible container in continuous. communication with a source of fluid and means 7 for exhausting'fluid' from said container come prising a valve operated according to the speedot the vehicle. w

5.'The combination with a track i nstrn ment, of vehicle,'means including a'syiphon adapted to receive a fixed amount of fl'uid from a pressure source,means operated from I the running gear of the vehicle for exhaustmg; the fluid from said sylphon, a second sylphon in constant communication with a pressure source, means operated from the running gear of the vehicle for exhausting the fluid from said second sylphon,a slide valve operated by the first mentioned syl'phorna valve operated by said second sylphon, a

f block h'aving a plurality of portsfcontrolled jointly by'said valves, fluid pressure operated brakes on said vehicle, said passages and valves controlling the said brakes. l I 6. The combination with'a track, of a. ye hicle movable along the same, magnets along the track, a non-polarized relay'on said ve-f hicle adapted to be afiected magnetically by said magnets, means controlled by the speed 85' expan'slble container in continuous corni -mun1cat1on with a source of flllld pressure trolling influence on the movement of said vehicle and means controlledby said relay for preventingtheexercise of said influence.

7 The combination with a track, of a vehicle movable alongthe same, .ma'gnetsalong the track, a non-polarized relay on said vehicle' adapted to be affected magnetically by said magnets, a train of mechanismdriven from a moving part of saidvehicle for. con-.-' trolling the movement 01- said vehicle adapt ed to be restored toits initial condition by means controlled by the relay and means for stopping said vehicle ifsaidgmechanismfails to operate. i

8. The combination with a track, of a ve-,

"hicle movable along the same, magnets along said track, a non-polarized relay onsaid vehicle adapted to be afl'ectedmagnetically by said magnets, a stop arm, means driven from a movable part ofthe vehicle for driving said stop arm, means controlled by saidrelay :for controlling the engagementof said'stop arm Withits-said driving means,.a memberposltioned according to the speed ofsaid'vehicle,

and a brake actuating means ='controlled by the relative position of-ysaid'stop' arm and member.

9;, In combination with a trackfa vehicle movable along the same, a relay on'said vehicle, a power'line on said vehicle controlled by the operation of said relay, single pole magnet along the track controlling the operation of said relay, a brake actuating means on said vehicle controlled by the combined speed of the vehicle and distance of'travel of the vehicle along the track and means for allowing a minimum speed of the vehicle in dependently of the other conditions.

10.In an automatic train control system, atrack, a vehicle, anIairi-brake control, means for operatingvsaid air-brake control actuated by the movement'of the vehicleto continuously, approach said control and magnetic means controlled from; the track for restoring said vehicle actuated means to its starting position; i 11., 11 an automatic train control system,

a track, a vehicle, an air-brake control, means for operating said fairbrake control actuated by the movementof the vehicle to continuously approach said control and magnetic means controlled from the track for re storing said vehicle actuated means to its starting position, said magnetic 'means' being controlled by the track conditions.

12. In an automatictrainf control system, a track, a vehicle, an air-brake control, means for operating said air-brake control actuated by the movement of the vehicle to continuouslylapproach said control within limits and magnetic means controlled from the track for restoring said vehicle actuated means toits starting position. i 13. In an automatic train control system, a

tinuouslymoving the stop hand and means for moving the speed indicatinghand con trolled'by the movement of the vehicle, magnetic means controlled from'the track for restoring thestop' hand to its starting position and meansractuated by the combined 5 stop hand and speed indicating hand for operating the air-brake" control:

' l4; In an automatic train control system,

track, a vehicle, an-air brake control, 'a

speed indicating l1and, a stop-hand, means for continuously moving the stop hand and moving the speed indicating hand controlled by the movement of the vehicle, magnetic 'means for restorin'g'the stop hand to its starting position said magnetic means being controlled by the track conditions, and means actuated bythe'stop hand foroperating the airbrake control.

15. In an automatic train icontrol'system, a track, a vehicle, a brake. control, a speed indicating hand, a stop hand, means i'ncluding-a Z drive arm having' a lost mo'tion connection with the stop hand for continuously moving the stop hand after driving connection has been established andmeans for moving the 1 speed indicating handi'eontrolled by movement of the vehicle, means icontrolledfrom the trackior restoring'the stop handito' its starting position, and means actuated by the combined stop hand and speed indicating hand for operating the brake control;

16. In an automatic traincontrol system, a track, a vehicle, a brake control, a speed'indieating hand, a stop hand, means including a drive arm having a lost motion connection withthe stop hand for continuously moving the stop hand after driving connection'has beenestablishedand means for moving the speed indicating hand controlledfby -movementofthe vehicle, a trackcontrol for restoringthe drive arm onlytoitsinitial position, to thereby change the amount'of lost mo- 5 'tion between the drive arm and the stop hand, 1

means'controlled from the tra'ck forrestoring the" stop hand to its. starting position, and meansfactuatedby the combined stop hand and speed indicating-handfor operating the brake control." I I 1 l I 17 In .an automatic train control system, a track, a vehicle, an air brake control, a speed indicating hand, astop-hand, meansyincl'uding al -drive arm having a lost motion con'nec tion. for continuously moving the stop hand after the lost motion has been 'takeIrup,-to thereby impose a decreased maximum speed on. the-vehicle and means'for moving the speedxindicating hand controlled by the movement ofthe vehicle, track means'forjrestoring the-drive arm onlyto its-initial posi;

tion to therebypprevent further loweringof maximum speed, restriction, and track means for restoring thestop handto its starting ipofsition, said track means beingcontrolle dJby -trafiic conditions ahead, and means actuated faby the stop hand for, operatingthe' air brake ieontrol'. V

;atedupon :a change in the signal indication effecting l p fi a f the brakes; of

.a brake pipe ,afiuid pressurecontrolled valve device operative to gpreventythe operationof said apparatus and comprising valve'means,

-surein said chamber. I V r 19; In ZLtIalIl control system, 1n comlo1na- .tion, car-carried apparatus for at times iauto- .matical'ly applying the ibrakes, and track 7 way ineansfor controlling :said; car-carried apparatus, 1 :said. scar-carried apparatus ine. c v

vtion, car-carried apparatus, including, brake. applying means, aniactual speed device n1ov :able to assume various positions a dependent eluding, a firstvalve movablein accordance with vehicle speed, :a second valve rm'o vable 7' in accordance withldistanc'e of vehicle travel,

ment of-theother valve. V r -V V V 120'. lira train control system, in combina- I tion,-car-:carriedapparatus forat'times autofies,

.movement of each valve .tendingto cause .a brake; application which brake application -is-cause'd to be:arrived' at isooner by'zmover matically applying the brakes, andxtr'ackway means '-'for controlling-said car-carried :apparatus, said car-carried apparatus includ ng, a :firs'tvalvemovable in accordance avith vehiclespeed a second valve movable in ac cordance with distance :of "vehicle gtravel,

, lmovement ofeach 'valveutending to cause :.a

. brake application whichz brake application iscaused toxbe arrived :at sooner'iby molvement 'o'f-the'otheravalve, each said valve loecapable-pf producing a brake application due to its movement quite regardless of move- V means, said :cancarried ;means including,ra, valve movable 111 but one dlrectlonito'initiate mentof the other valvep 21. In a train control ..system, in .combinaa trolled by said WaySide-means, and brakeaapplying means controlled by said car-carried saidbrake applying means, and fluid pressure operated controlimeans for said valve for positively moving said valve "in ibut one -the train. :7 r

In a'train control system, "in combination, waysidermeans, c ar-lcarried'means controlled bys'ald -vvayslde means, and "brake f applying means controlled by said car-car rled means, saldcar-carrled means including,

a reservoir charged with pressure fluidin acmeans iorexhausting saidreservoir at a rate proportional-to the speed of the train, a valve inov-ableto positions corresponding to the I V automatic. ltrain control; i lament, thecombination with apparatus opertion, Wayside *mea'ns, zcar carriedmeans iconcor-dance with'control'by said waysidemeans,

bv;said valve inits movement to initiatei said brake applyingumeans, 1 .c I 23."In a1train.control system, in combina- ,tion, Wayside means,;.car-carried means controlled by said Wayside'means, and brake apr plyingmeans controlled by said car-carried- -means, said car-carried means including, reservoir charged ".Wltll :pressure 1 flui d v 1n 5ac- -cordancevvith control said Waysidemeans, means for exhausting said reservoir at acrate proportional to the speed of thetrain, a valve movable to positions corresponding to. the stateof. exhaustion of said reservoir, means :havinga plurality of ports controlled by said valve in its movement to initiate saidlbrake applying means, andspeedcontrolled means for selectively making effective, certain-of said ports'to causeibrake initiation by said valve. V r i 24. Li a train control system, lncombmaupon train speedand make active a plurality of means each conditionally capable of inis tiatingsai'd brake applying means, pernns- -sive SpeeflldGVlCGJTlOVLlOlGtO selectivelyand' successively make effective for brake initia tion the active plurality of means, and pressure operated means controlling movement of r brakeap'plyingmeans, a first controller for initiating saidbrake'applying means and in eluding a valve controlled by the trainspeed and a valve controlled by thexdistancee travelled-by the train,a Warning signal and a second controlleridentical with saidfirst controller having its valvesconnected resPQQt-ivfil) 0 those of-said firstoontroller-to operatetherewith, parts "of said second controller being adjusted inadva nce ofthecorresponding parts of said first controller to thus initiate said Warning signal just prior to initiation of said brake apply ng means. 'ln'testimony Whereof'I have slgnedthls specificationthis 30th jdav' ofApril,'l921f THOMAS NV. VARLEY,

i WILLIAMGKNEINL I are 

